Control devices for flexible wing aircraft



F. M. ROGALLO CONTROL DEVICES FOR FLEXIBLE WING AIRCRAFT Original FiledJan. 17, 1964 Aug. 12, 1969 4 Sheets-Sheet 1 FIG. 2

FIG. I

FIG. 4

FIG. 3

FIG. 5

3 m MW 0L /N T A R 6 0 wm .w WM/M B c N A /W Aug. 12, 1969 F. M. ROGALLO3,460,734

CONTROL DEVICES FOR FLEXIBLE WING AIRCRAFT Original Filed Jan. 17, 19644 Sheets-Sheet 2 INVENTOR. H H FRANCIS M. ROGALLO mzm I ATTORNEYS 12,1969 F. M. ROGALLQ 3,460,784

CONTROL DEVICES FOR FLEXIBLE WING AIRCRAFT Original Filed Jan. 17, 19644 Sheets-Sheet s INVENTOR.

FRANCIS ROGALLO BY Q g w i omns g- 1969, F. M. ROGALLO 3,460,784

CONTROL DEVICES FOR FLEXIBLE WING AIRCRAFT Original Filed Jan. 17, 19644 SheetsSheet "4 INVENTOR. FRANCIS M. ROGALLO BY 97,4 1} C. 7

,ww-w/w ATTORNEYS United States Patent Oflice 3,460,784 Patented Aug.12, 1969 3,460,784 CONTROL DEVICES FOR FLEXIBLE WING AIRCRAFT Francis M.Rogallo, 17 Milford Road, Newport News, Va. 23601 Original applicationJan. 17, 1964, Ser. No. 338,537, now

Patent No. 3,396,921, dated Aug. 13, 1968. Divided and this applicationSept. 1, 1967, Ser. No. 670,004

Int. Cl. B64c 3/38; B64d 17/00 US. Cl. 244138 3 Claims ABSTRACT OF THEDISCLOSURE This invention is a control for a flexible wing aircraft. Theflexible wing aircraft has a generally triangularshaped superstructureincluding a centrally disposed keel and angularly disposed leading edgemembers, connected to the apex of the keel. A flexible membrane-likematerial is fixed to the keel and leading edge members to form wingpanels and a lift surface. Apertures are formed in the membrane-likematerial in the trailing edge area of the vehicle. Covers are providedfor the apertures, an actuator being attached to the covers to open andclose the apertures. The opening and closing of the apertures spoils theairflow over the wing panels providing a means f controlling thevehicle. I

The invention described herein may be manufactured and used by or forthe Government of the United States of America for governmental purposeswithout the payment of any royalties thereon or therefor.

This application is a division of application Ser. No. 338,537, filedJan. 17, 1964 and now patent No. 3,396,-

This invention relates to control devices for flexible wing airvehicles, and more particularly to control devices for flexible wingvehicles wherein the wing configuration is altered to provide control.

Due to the increased use of the flexible wing as an aerodynamic liftsurface for various types of vehicles, such as gliders, powered drones,aircraft and Wings for the use of recovery of rocket boosters and spacecapsules, it has become necessary to provide an effective means forcontrolling such a wing. To date, the principal technique of control fora vehicle having a flexible wing lift surface is to shift the center ofgravity of the payload with respect to the flexible wing surface andthereby provide control. Although this type of control is satisfactoryto a degree, it has been found to have many disadvantages. With thistype of control, the forces required to shift the wing for trim over anappreciable speed range may be large and not have a stable variationwith speed. Also, response of the vehicle may be slow due to theshifting of the large load. Furthermore, with the increasing size ofvehicles utilizing the flexible wing it has become impractical to shiftthe relative position of the wing and the vehicle center of gravity dueto the weight and complexity of the mechanism necessary to accomplishthe shift. It has also been suggested that the flexible wing may beprovided with tail surfaces similar to a conventional aircraft. Thistype of control is workable; however, due to the nature of the flexiblewing, this type of control surface is not always feasible. Often, theflexible wing is associated with a payload suspended therebelow, and thecontrol surfaces can be placed on the payload. This arrangement willprovide control for the vehicle; however, is not con sidered per se aflexible wing control. Control may also be achieved by variable-dragdevices suitably attached to the payload or wing. With this type ofcontrol, it is diflicult to have an aerodynamically clean vehicle, andthe launch and retrieval of the variable-drag devices is difiicult andtime consuming. Variable-thrust devices: may also be used for control;however, these systems require auxiliary sources of energy or involvedstructure to tap the main power supply.

The control devices of this invention overcome many of the difficultiesinherent in the arrangements mentioned above, by changing theconfiguration of the flexible wing membrane itself with varioustechniques or by mechanism associated directly with the wing itself.These structures greatly reduce the control forces required,particularly when compared with the concept of shifting the vehiclecenter of gravity with respect to the wing. Generally, the controldevices described herein may be operated by cables and winding drumstructure similar to that in conventional aircraft. Thus, auxiliarypower supplies and complicated operating mechanism is not necessary.These controls are also generally applicable to a flexible wing vehiclewherein the payload forms a part of the flexible wing superstructure orwhere the payload is suspended below the flexible wing. Control responseis quicker with the invention controls than with auxiliary type controlssuch as variable-drag or variable-thrust devices. Also since the variouscontrols are associated directly with the wing surface, the mechanismitself is simpler, more compact, lighter and easier to manufacture andmaintain.

It is therefore an object of the present invention to provide a controlfor a flexible wing vehicle by changing the membrane configuration ofthe flexible wing.

Still another object of this invention is to provide a control for aflexible wing vehicle which will give rapid vehicle response.

Yet another object of this invention is to provide a control for aflexible wing vehicle which requires minimum control forces.

Another object of this invention is to provide a control for a flexiblewing vehicle wherein a portion of the wing superstructure is movable toalter wing membrane configuration.

A f-urther object of this invention is to provide a control for aflexible wing vehicle wherein the wing superstructure may be flexed tochange wing membrane configuration.

Still another object of this invention is to provide a control for theflexible wing vehicle wherein an entire element of the wingsuperstructure is movable to change wing membrane configuration.

Yet another object of the invention is to provide a control for aflexible wing aircraft wherein the wing membrane is gathered to changeits configuration.

Another object of the invention is to provide a control for a flexiblewing by spoiling the aerodynamic flow over the wing membrane.

A further object of this invention is to provide a control for aflexible wing vehicle which is of simple engineering design, economicalto manufacture and maintain and is highly reliable.

Still another object of the invention is to provide a control for aflexible wing vehicle wherein symmetrical variation of the wing membraneprovides pitch control and asymmetrical variation of the wing membraneprovides roll control.

These and other objects and advantages of the invention will become moreapparent upon reading the specification in conjunction with theaccompanying drawings.

In the drawings:

FIG. 1 is a perspective view of a flexible wing showing the keel thereofjointed to provide a control arm for changing wing membraneconfiguration;

FIG. 2 is a perspective view of a flexible wing showing the keel andleading edge members thereof jointed to provide control arms, the keelcontrol arm being movable in the vertical direction and the leading edgemembers in the horizontal direction to change wing membraneconfiguration;

FIG. 3 is a perspective view of a flexible wing as in FIG. 2; however,the keel control arm is movable in the horizontal direction and theleading edge control arms in the vertical direction;

FIG. 4 is a perspective view of a flexible wing showing the leading edgemembers jointed to provide leading edge control arms which are movableboth in the horizontal and vertical direction to alter wing membraneconfiguration;

FIG. 5 is a perspective view of a flexible wing vehicle wherein the keelis a resilient member and may be bent to alter wing membraneconfiguration;

FIG. 6 is a perspective view of a flexible wing having resilient leadingedge members which may be bent to change wing membrane configuration;

FIG. 7 is a perspective view of a flexible wing showing resilient keeland leading edge members which may be bent to change wing membraneconfiguration;

FIG. 8 is a perspective view of a flexible wing showing the keel hingedat the apex, substantially all of the keel being movable to change wingmembrane configuration;

FIG. 9 is a perspective view of a flexible wing wherein the leading edgemembers are hinged to the apex, these members being movable to changewing membrane configuration;

FIG. 10 is a perspective view of a flexible wing wherein the keel andleading edge members both are hinged to the apex, these members beingmovable to change wing membrane configuration;

FIG. 11 is a perspective view of a flexible wing wherein the leadingedge members are airfoil shaped and pivotally connected to the apex ofthe vehicle, the leading edge members upon being twisted themselvesproviding control as well as changing wing membrane configuration forcontrol;

FIG. 12 is a cross sectional view taken along the section lines 12-12 ofFIG. 11;

FIG. 13 is an end view of a flexible wing showing airfoil shapedspreader bars for control of the wing;

FIG. 14 is a perspective view of an airfoil shaped spreader bar shown inFIG. 13;

FIG. 15 is a perspective view of a flexible wing showing a reinforcedtrailing edge wing membrane with lines attached for deflecting themembrane to change its configuration;

FIG. 16 is a perspective view of a flexible wing having battens securedto the trailing edge of the wing membrane and lines attached to thebattens for deflecting on the wing membrane to change its configuration.

FIG. 17 is a perspective view of a flexible wing showing mechanism forspoiling the airflow over the wing membrane to provide control;

FIG. 18 is a cross sectional view taken along the section lines 18-48 ofFIG. 17;

FIG. 19 is an end view of a flexible wing showing mechanism in the keelfor rolling up the membrane to change its configuration;

FIG. 20 is an end view of a flexible wing showing mechanism in theleading edges for rolling up the wing membrane to change itsconfiguration;

FIG. 21 is an end view of a flexible wing showing a slat secured to thewing membrane which may be flipped to roll up the membrane and changeits configuration;

FIG. 22 is a perspective view of a flexible wing jointed keel showingmechanism for displacing the jointed portion of the keel;

FIG. 23 is an end view of a flexible wing having a suspended payloadshowing mechanism for displacing the keel or a portion thereof; and

FIG. 24 is an end view of a flexible wing with a suspended payloadshowing mechanism for moving leading edge members or a portion thereof.

Basically, this invention relates to control devices for altering themembrane configuration of a flexible wing vehicle. Generally, theflexible wing would include a superstructure of a keel and leading edgemember connected to an extremity thereof and projecting at an angletherefrom so as to form an overall triangular wing configuration. Aflexible membrane is connected to the leading edge members and keel toform wing panels providing the major lift for the vehicle. When the wingmembrane configuration is altered symmetrically, pitch control isprovided for the wing and vehicle. However, if the wing membraneconfiguration is altered asymmetrically, roll control is provided.Various techniques and mechanisms are shown for providing symmetricaland asymmetrical alteration of the wing membrane. These mechanisms andtechniques include, as examples, moving a segment of or the entire keelor leading edge members and combined movements thereof, flexing the keelor leading edge members, rolling in portions of the wing membrane,altering the membrane configuration in combination with the use ofmovable airfoils, and movement of air foils which form a part of thewing structure.

Referring now more specifically to the details of the invention, FIG. 1shows a perspective view of one flexible wing vehicle and control,designated generally by the reference numeral 10. The vehicle 10 has aflexible wing membrane 11. The membrane 11 may be constructed fromvarious materials, many of the tough, lightweight, commerciallyavailable plastics being particularly suited for this purpose as well assome of the high strength cloths now available. Materials, such as wiremesh or screen, may be embedded in the plastics and cloths to provideadditional strength to the membrane to the degree that they do notadversely affect its flexible characteristics.

The wing membrane 11 is fixed to a flexible wing superstructure whichincludes a keel 12 and leading edge members 15 and 16. The leading edgemembers 15 and 16 are connected to the forward extremity of the keel 12in a conventional manner and disposed at an angle thereto. The keel andleading edge members may be constructed from various materials such asmetal, plastic and/ or cloth. Members may also take variousconfigurations such as a one-piece solid construction, tubular members,a truss arrangement with a suitable covering or may be inflatable. Theymay be designed to be rigid, semirigid or resilient for purposes whichwill become apparent hereinafter.

The keel 12 is jointed, having a universal joint 13 (showndiagrammatically). The segment of the keel 12 rearward of the universaljoint 13 forms a keel control arm 14. As indicated by the arrows thecontrol arm 14 is free to move up and down in the vertical direction andsideways in the horizontal direction. Since the joint 13 is universal,the control arm is actually omnidirectional.

As clearly shown in FIG. 1, the wing membrane 11 is connected to thekeel 12 and leading edge members 15 and 16 such that two wing panels areformed. The wing membrane 11 is also connected to the control arm 14.Thus, it is apparent that upon raising and lowering the keel controlarm, the membrane configuration will be altered symmetrically whereinmovement of the control arm from side to side will alter the membraneasymmetrically, the former movement providing pitch control and thelatter movement roll or directional control.

The flexible wing 20 (FIG. 2) is basically similar in construction tothe wing 10 having a flexible wing membrane 21 which is connected to akeel 22 and leading edge members 25 and 28. Wing 20 differs from wing 10in that keel 22 is hinged at 23 to provide a keel control arm 24 movablein the vertical direction. Leading edge member 25 is hinged at 26 toform a leading edge control arm 27 movable in the horizontal direction.Leading edge member 28 is also hinged to form a leading edge control armmovable in the horizontal direction. Thus, in vehicle 20 pitch controlis provided by movement of the keel control arm 24 whereas roll controlis provided by asymmetrical movement of the leading edge control members27 and 30.

FIG. 3 shows a flexible wing which is similar to the flexible wing 20except that the leading edge control arms and keel control arm movementis reversed. The flexible wing membrane 36 is fixed to the keel 37 andleading edge members and 43. A hinge 38 connects the keel control arm 39to the keel 37, the keel control arm 39 being movable in the horizontaldirection. A hinge 41 connects the leading edge control arm 42 to theleading edge .40, the leading edge control arm being movable in thevertical direction. Hinge 44 connects leading edge control arm 45 to theleading edge 43, the control arm 45 moving in the same manner as thecontrol arm 42. Pitch control in this embodiment is provided by raisingor lowering the leading edge control arms 42 and 45 together. Rollcontrol is accomplished by movement of the control arm 39.

The vehicle (FIG. 4) is also basically similar to the above describedflexible wings. It has a flexible wing membrane 51 which is fixed to thewing superstructure including a keel 52 and leading edge members 53 and56. The universal joint 54 connects the leading edge control arm 55 tothe remainder of the leading edge structure 53. Leading edge member 56has a universal joint 57 which connects leading edge control arm 50.Pitch control of flexible Wing 50 is determined by simultaneoussymmetrical movement of the leading edge control arms 55 and 58 whereasroll control is determined by simultaneous asymmetrical movement of theleading edge control arms. Although not shown, it is to be understoodthat it is within the broadest aspect of the invention to provide aflexible wing wherein the keel as well as the leading edge members areuniversally jointed, and pitch control provided by raising and loweringall members simultaneously and roll control by moving all the membersasymmetrically at the same time.

FIG. 5 shows a flexible wing 60 wherein the flexible wing membrane 61 isconnected to a keel 62 and leading edge members 63 and 64. In thisembodiment the keel 62 itself is flexible and resilient. As is shown bythe arrows, application of a force to the trailing edge of the keelcauses it to bend and thereby alter the configuration of the flexiblemembrane 61 which is attached thereto. Vertical movement of the keel 62will provide pitch control and movement from side to side roll control.

. The vehicle is similar to the vehicle 60 except that the leading edgemembers are flexible and resilient rather than the keel. The flexiblewing membrane 71 is fixed to the keel 72 and leading edge members 73 and74. As clearly illustrated by the arrows in FIG. 6, application of aforce to the leading edge members bend them in the direction desired toprovide pitch and roll control.

The flexible wing shows an arrangement whereby both the leading edgemembers and the keel are flexible and resilient members. The flexiblewing material 81 is fixed to the keel 82 and to the leading edge members83 and 84 as in the previous embodiments. Application of a symmetricalforce to the leading edge members and the keel 82 will alter themembrane configuration to provide pitch control whereas asymmetricalmovement of the members will result in roll control. Although not shown,it is clear that the flexible wing 80 may be controlled by a combinationof movements of the leading edge members and keel wherein the keel ismoved in one direction the leading edge members in a perpendiculardirection, and vice versa, to accomplish pitch and roll control.

FIG. 8 shows a flexible wing wherein the keel is jointed at the apex ofthe wing. The wing 90 has a flexible wing membrane 91 which is securedto the keel 92 and to the leading edge members 95 and 96 as in previousembodiments. A universal joint 93 connects the keel 92 to the nose 94 ofthe wing. It is readily apparent in this embodiment that substantiallyall of the keel is movable to alter the membrane configuration andprovide control. The keel 92 is free to move at least vertically andhorizontally to give symmetrical and asymmetrical displacement of thewing membrane 91.

FIG. 9 shows a flexible wing 100 which is similar to the wing 90 exceptthat in this arrangement the leading edge members are jointed ratherthan the keel. Flexible wing membrane 101 is fastened to the keel 102and the leading edge members 103 and 106. Universal joint 104 (showndiagrammatically) connects the leading edge member 103 to the nose 105.Universal joint 107 connects leading edge member 106 to the nose 105.Thus, the leading edge members 103 and 106 are free to move verticallyand horizontally as illustrated by the arrows.

The flexible wing 110 has its keel as well as the leading edge membersjointed at the apex of the wing. The flexible wing membrane 111 is fixedto the keel 112 and to the leadmg edge members 115 and 117. Universaljoint 115 connects to keel 112 to the nose 114, universal joint 116connects the leading edge member 115 to the nose 114 and universal joint118 connects the leading edge member 117 to the nose 114. Symmetricalmovement of the keel 112 and/or the leading edge members 115 and 117results in pitch control whereas asymmetrical movement of the membersresults in roll control. From the illustratlon of FIG. 10, it isapparent that the keel 112 may be hinged only for vertical movement andthe leading edge members for sideways movement and vice versa to form acombination of directional movements for control of the wing.

The flexible wing 120, shown in FIG. 11, has a flexible wing membrane121 which is fixed to a keel 122 and to the top or face of leading edgemembers 123 and 129. The leading edge members 123 and 129 are ratherflat, oblate-shaped members designed such that they may operate asairfoils. These members have a universal connection 128 at the apex ofthe wing such that they are free to twist.

FIG. 12 shows a cross sectional View of the airfoil 23 and the structurehoused therein which may be utilized to twist or rotate a leading edgemember. This structure includes a sprocket 126 which is fixed to a shaft125. The shaft extends a partial distance along the longitudinal lengthof the airfoil 123 and is in turn fixed to spars 124 positioned atspaced intervals therealong and anchored to the airfoil structure 123. Achain 127 is engaged with the sprocket 126 and upon movement thereof byconventlonal power means (not shown) located in the keel, the leadingedge member 123 is twisted. Similar structure is provided in the leadingedge member 129 to twist it. By twisting the leading edge members 123and 129, it is apparent that due to their airfoil shape a change intheir position will aflect control of the wing. Furthermore, as theleading edge members are twisted, the configuration of the membrane isaltered to also provide control. Thus, rotating both of the leading edgemembers, clockwise or counterclockwise, about an imaginary axis runningthrough the longitudinal extent thereof would result in roll controlwhereas rotating one of the leading edge members clockwise and the othercounterclockwise would result in pitch control.

FIG. 13 shows an end view of a flexible wing as it would appear flyingaway from the viewer. The vehicle 135 has a flexible membrane wing 136which is secured to a keel 137 and leading edge members 138 and 139.Located below the trailing edge of the membrane 136 and adjacent therearward extremities of the keel 137 and leading edge members 138 and139 are spreader bar flaps 140 and 141. These flaps are generallyairfoil shaped as shown in FIG. 14. The flap 140 is rotatably mountedbetween the keel 137 and leading edge member 138, and flap 141 betweenkeel 137 and leading edge member 139. These flaps operate similar to theflaps on a conventional airplane wherein simultaneous symmetricalmovement provides pitch control and asymmetrical movement provides rollcontrol. A leg 142 may be fixed to the underside of the spreader barflap and project therebelow, the leg being connected by a bar 143 to abell crank (not shown) to rotate the flap. A similar arrangement may beutilized to rotate the flap 141. The spreader bar flaps 141 and '141operate not only as control members but also as a structural member tospace the trailing edge extremities of the leading edge members 138 and139 from the keel 137. When a payload is suspended below the flexiblewing, the load tends to draw the leading edge members toward the keel.The spreader bar flaps thus operate to properly space the superstructuremembers and maintain vehicle integrity as well as to control the wing.

The flexible wing embodiment 150, shown in FIG. 15, has a flexiblemembrane Wing 151 which is fixed to a keel 154 and to leading edgemembers 155 and 156. Embedded in the trailing edge of the wing membrane151 are reinforcement strips or elements 153 and 154. These elements maybe in the form of a rope, wire, flexible strip or possibly the trailingedge of the membrane folded upon itself several times and secured inthis position. This reinforcement is provided so that control lines 157and 158 can be attached to the trailing edge of the wing membrane.Control line 157 is fixed to the reinforcement 153 and the control line158 to the reinforcement 154. Control in this flexible wing is obtainedby merely pulling on the control lines symmetrically for pitch andasymmetrically for roll. Force can be applied to the lines 157 and 158by conventional structure such as a winding drum or leverage system (notshown).

Control of the flexible wing 160 is also accomplished by deflecting thetrailing edge. Wing 160 has a flexible membrane 161 which is connectedto a keel 164 and leading edge members 165 and 166. Embedded in the wingmembrane 161 are battens 162 and 163. The battens 162 are in one panelof the wing and battens 163 are in the other. The battens are resilientstrips which may be set such that their trailing edge extremities arecurved upward to form a reflexed trailing edge in the membrane.

Control lines 167 are fixed to the battens 162 and control line 168 tothe battens 163. As in the flexible wing 150, force appliedsymmetrically to the control lines 167 and 168 will change the wingmembrane configuration so as to give pitch control whereas asymmetricaldeflection will give roll control. Due to the inherent resiliency of thebattens 162 and 163 the trailing edge of the wing membrane will returnto its straight or reflexed trailing edge configuration upon completionof the control maneuver. Force may be applied to the deflection lines byconventional mechanism such as winding drums or leverage system (notshown).

FIGS. 17 and 18 show a flexible wing arrangement 17 wherein control isaccomplished by spoiling the aerodynamic flow over the wing. The wing170 has a flexible wing membrane 171 which is fixed to the keel 178 andleading edge members 179 and 180 as in previous embodiments. The leftwing panel as shown in FIG. 17 has a series of mesh-covered or embeddedholes or apertures 172 formed therethrough. Flaps 173 are fixed to theunderside of the membrane and located such that that they may cover theapertures as shown in FIG. 17 or open them as shown in FIG. 18. Adrawstring 174 is fixed to the flaps 173 and when drawn will uncover theapertures 172. The other wing panel has a similar arrangement withapertures 175, flaps 176 and a drawstring 177. When there is little orno tension on the drawstrings 174 and 177, the airstream against theflaps will cause them to cover the apertures. However, when the flapsare drawn, the air stream passes through the apertures spoiling thenormal aerodynamic flow thereby decreasing the lift of the wing. Itshould be noted that the flaps also tend to operate as scoops to forcethe air through the apertures. A pitching action can be accomplished byuncovering apertures 172 and 175 simultaneously, and roll control byuncovering one or the other of the series of apertures depending uponthe direction desired.

Although only one series of apertures are shown in each Wing panel, itis to be understood that more apertures may be provided. Also, the sizeof the apertures may vary and the flaps operated such that the aperturesare uncovered individually rather than in a series as shown. Obviously,the apertures may be placed at various positions in the wing membrane toaccomplish the most desirable control result.

An end view of a flexible wing is shown in FIG. 19. The flexible wing185' has a flexible wing membrane 186 which is fixed to the leading edgemembers and 191 as in previous embodiments. The keel 187 is fixed to theleading edge members, also as in previous embodiments, but includeslongitudinal slots 188 and 189 which extend throughout substantially theentire length of the keel. Journaled in the keel 187 are the membranerollers 192 and 193. One side of the wing membrane 186 passes throughthe slot 188 and is secured to the membrane roller 192. The other sideof the wing membrane passes through the slot 189 and is fixed to themembrane roller 193. By a suitable gear train and power source (notshown) the rollers 192 and 193 are rotated to roll the wing membraneinto the keel. It is apparent from FIG. 19 that when the membrane rollsare rotated in the opposite direction, the wing membrane issymmetrically taken into or let out of the keel providing for pitchcontrol. When the membrane rollers are rotated in the same direction,one portion thereof is taken in whereas the other is played out, depending upon the direction of rotation, providing for roll control ofthe vehicle.

FIG. 20 shows a flexible wing 195 which is similar to the flexible wing185 except that the rollers are located in the leading edge membersrather than in the keel. The flexible membrane 196 is thus fixed to thekeel 197 and the other edges thereof to rollers 203 and 204 journaled inthe leading edge members 197 and 200. The leading edge member 203 isprovided with a slot 199 and the leading edge member 200 with a slot 201to receive the wing membrane. The membrane rollers 203 and 204 are alsorotated by a conventional gear train and power source (not shown). Themembrane rollers 203 and 204 are tapered toward the apex of the flexiblewing to compensate for the generally triangular shape of the wingmembrane. Opposite rotation of the membrane rollers will result insimultaneously taking in the wing membrane 196, and rotation in the samedirection will take in one section and play out in the other as in theprevious embodiment.

The flexible wing 210, shown in FIG. 21, is also controlled by thetechnique of rolling or gathering the flexible membrane to change theconfiguration thereof; however, the rolling is accomplished by structureplaced within the flexible membrane itself. The flexible wing membrane211 is fixed to the keel 212 and to the leading edge members 213 and 214as previously described. A slat 215 is secured to the flexible membrane211 midway between the keel 212 and leading edge member 213, and extendsto a position adjacent the apex of the wing. A slat 218 is similarlylocated between the keel 212 and leading edge member 214. A flip cord216 is fixed to the edge of the slat 215 nearest the leading edge member213 and a flip cord 217 secured to the edge of the slat nearest the keel212. Flip cords 219 and 220 are similarly attached to the slat 18.Viewing FIG. 21, it is beileved clear that when the cords are pulled onfrom opposite directions, as indicated by the arrows, the slat will flipor rotate and roll or gather the attached portion of the wing membrane211 with it thereby changing the configuration of the wing. Both slatsare flipped at the same time to provide for pitch control, and one orthe other flipped to provide roll control depending upon the directionof movement. Although one slat is shown in each wing panel, it is to beunderstood that more may be added if necessary to increase the degree ofcontrol maneuver. The flip cords may be drawn by winding drums orlinkage (not shown) located in the keel and leading edge members.

FIG. 22 shows a perspective view of an operator shown in conjunctionwith a portion of the flexible wing 10. It should be understood,however, that it is believed readily within the skill of the artisan toadopt this operator to use with the flexible wings 20, 35, 50, 60, 70,80, 90, 100, and 110. The operator consists of horns 225, 226, 227, and228 fixed at 90 degree intervals about thekeel control arm 14. The horns225 and 227 would be located in an imaginary vertical plane passingthrough the keel 14 and the horns 226 and 228 in an imaginary horizontalplane passing through the keel 14. Cables 230, 231, 232, and 233 areconnected respectively to the horns 225-228. These cables are connectedrespectively. to winding drum motor combinations 234, 235, 236, and 237.The winding drum motor elements 234 through 237 may be placed wellforward on the wing or the cables entrained over appropriately placedpulleys (not shown) and connected with the winding drum motor elementswhich may be located in a payload suspended under the flexible wing. Itshould also be understood that the cables may be drawn manually byattaching them to conventional mechanism, for example, such as a joystick. When the cable 230 is shortened by operation of the winding drumelement 234, it is believed clear from FIG. 22 that the control arm 14will be moved up. Shortening of cable 232 by winding drum motor element236 moves the control arm downward, Shortening of cable 231 andlengthening of cable 233 causes the arm to move to the right as viewedin FIG. 22, and the reverse movement of the cables causes the controlarm to move to the left.

The operator shown in FIG. 23 is shown associated with the flexible wing60 and is drawn to show the essential parts of the operator and not thedetails of the flexible wing vehicle. This operator is designedprimarily for use with a flexible wing wherein the keel or a portionthereof is moved to control the flexible wing. Thus, the control mayalso be associated with an arrangement such as shown in flexible wingand 90. The operator includes a bell crank 240 which is journaled in oron the leading edge member 63. A link 241 is pivotally connected to onearm of the bell crank 240 and to the keel 62. A cable 242 is connectedto the other arm of bell crank 240 and to a winding spindle 243journaled in a payload 246 suspended below the flexible wing. A pushrod244 is pivotally connected to the keel 62 and to an actuator 245' housedwithin the payload 246. Movement of the keel 42 from side to side isaccomplished by shortening the cable 242 with the winding spindle 243.This causes the bell crank to rotate about its pivot point and move thelink 241 and keel 62 connected thereto, to the left as viewed in FIG.23. A similar linkage system is shown to move the keel 62 to the rightas viewed in FIG. 23. Energization of the actuator 245 will move thekeel 62 downwardly through the pushrod 244. The actuator 245 may be ofthe double-acting type such that the keel may be moved both upward anddownward, if desired.

The operator shown in FIG. 24 is illustrated in conjunction withflexible wing 100; however, it may also be utilized with an arrangementsuch as the flexible wing 50 and 70. FIG. 24 is drawn as FIG. 23 to showonly the operator and not the details of the flexible wing vehicle. Inboth instances, it is to be understod that the components of theflexible wing vehicle are fixed relatively to assure proper operation ofthe linkage systems. This operator is designed primarily for use with aflexible wing wherein the leading edge members or a portion thereof aremovable to provide control. This operator includes a bell crank 250which is journaled in or on the keel 102. One arm of the bell crank ispivotally connected to a link 252 which is in turn connected to theleading edge member 103. The other arm of the bell crank 250 isconnected to a cable 251 which is fixed to a winding spool 253 journaledin the payload 256 suspended below the wing. A cable 254 is fixed to theleading edge member 103 and to a winding spool 255 also journaled in thepayload 256.

10 When the cable 252 is shortened by the winding spool 253, the bellcrank 250 is caused to .pivot and draw the, leading edge member 103 intoward the keel 102 thus changing the configuration of the flexible wingmembrane 101. When the cable 254 is shortened by winding spool 255 theleading edge member 103 is drawn downward. Similar linkage and cablestructure is provided to move the leading edge member 106 in ahorizontal plane and substantially a vertical plane.

Operation From the above description, the operation of the variouscontrol devices for the flexible wing is believed readily understood.The flexible wing 10 is controlled by the control arm 14 which may bemoved by structure such as shown in FIG. 22. Vertical movement of thekeel control arm 14 results in symmetrical displacement of the wingmembrane 11 providing .for pitch control. Movement of the keel controlarm 14 from side to side results in asymmetrical displacement of thewing membrane and roll control. Generally, symmetrical and asymmetricaldisplacement of the wing membrane in the flexible wings 20, 35, 50, 60,70, 80, 90, 100, 110, 120, 150, 160, 185, 195, and 210 result in pitchand roll control in a manner similar to that just described. Althoughthe techniques and mechanisms may vary for displacement of the wingmembrane, the results are essentially the same.

Although the operators shown in FIGS. 22-24 are shown associated withspecific embodiments of the invention, it should be understood that itis believed within the scope of the invention to use these operatorswith other embodiments as shown or in combination. For example, theoperator shown in FIG. 22 might be utilized to move the keel control arm24 in flexible wing 20 by using only the horns 225 and 227 withassociated cable and winding mechanism. The bell crank operators shownin FIG. 24 might be utilized to operate the leading edge control arms 27and 30 in flexible wing 20. Powered winding drums and linkages areshown. or suggested as being associated with the various controls andoperators; however, it should be understood that they can be operatedmanually.

It should be also pointed out that it is believed within the scope ofthe invention to combine the controls of the various flexible wingcontrol devices shown to accomplish control of the vehicle. Forinstance, it may be .found desirable to utilize the keel control arm 39as shown in flexible wing 35 in combination with the hinged leading edgemembers 103 and 106 a shown in flexible wing 100. Likewise, it might bedesirable to utilize the airfoilshaped leading edge members 123 and 12-9in flexible wing for pitch control and the wing membrane aperturearrangement for roll control as shown in FIG. 17. Obviously, manycombinations of the flexible wings shown are believed readily apparentfrom the above examples and are considered included in the invention.

From the above description, it is believed clear that the flexible wingcontrol arrangements described herein provide new and usefularrangements for the control of flexible wings. The various controlsdescribed and illustrated are directly associated with the wing per seand are not extraneous control arrangements such as shifting the centerof gravity of the payload or variable thrust and drag devices.Therefore, the controls are simpler than existing arrangements, moreeconomical. to manufacture, easier to operate and maintain, and providea more effective manner of control. The forces required to operate thecontrols are less and the controls are more responsive being directlyassociated with the flexible wing. Thus, control is quicker and morepositive. The control devices are adaptable to vehicle configurationswherein the payload forms a part of the flexible wing superstructure orWhere the payload is suspended below the flexible wing. Control isaccomplished by displacement of the flexible wing membrane itself, thuseliminating the necessity of extraneous control surfaces such asnormally appear on conventional aircraft having a rigid airframe.

What is claimed as new and desired to be secured by Letters Patent ofthe United States is:

1. A control for a device capable of flight comprising: a vehicle havinga flexible wing; said wing having frame- Work including a keel andleading edge members; said flexible wing having a membrane-like materialconnected to and covering the area between said keel and leading edgemembers apex and trailing edge forming a lift surface; aperature meansformed in said membrane-like material to spoil a portion of said liftsurface by relative air passing through said aperture means; and meansfor covering and uncovering said aperture means to control directionalflight of said vehicle.

2. A control for a device capable of flight as in claim 1 wherein saidmembrane-like material being fixed to said keel and leading edge membersto form a lifting Wing panel on either side of said keel; said aperturemeans in- 12 eluding a series of openings in each of said Wing panels;flap means secured to said wing panels for covering and uncovering saidapertures regulating spoil of said lifting Wing panels to control saidvehicle; and a draw string fixed to said flap means for uncovering saidapertures.

3. A control for a device capable of flight as in claim 2 wherein saidflaps are flexible members; said flaps When drawn to uncover saidapertures forming scoops to force air through said apertures to spoilaerodynamic flow over the membrane-like material.

References Cited UNITED STATES PATENTS 3,131,894 5/1964 Jalbert 244-145MILTON BUCHLER, Primary Examiner R. A. DORNON, Assistant Examiner US.Cl. X.R. 2,44-152

